Improvement in railroad turn-outs



UNITED STATES PATENT OEETCE.

ISAAC N. PILLSBURY AND NATHANIEL E. VVABREN, OF CLEVELAND, OHIO.

IMPROVEMENT IN RAlLPtOAD TURN-CUTS.

Specification forming part of Letters Patent No, 11,0 i g, dated December 22, 1863.

' To all whom t may concern.-

Be it known that we, lsAAo N. PiLLsBUnY and NATHANIEL E. WARREN, of Uleveland, in the county of Cuyahoga and State of Ohio, have invented new and useful Improvements in Railroad Turn-Outs; and we do hereby declare that the following is a full and complete description of the construction and operation of the same, reference being had to the accompanying drawings, making part ot' this specification, in which- Figure 1 is a plan view showing both ends of the double track, with the intervening track broken out. Fig. 2 shows one end of the turnout formed with frogs or cast-iron turn-out plates, and Fig. 3 shows the principle and form of the turn-out track as put down for use.

The nature of my invention consists in hav- A ing both ends of the turn-out alike in the centar line of the street or main track, and having the rails for a double track so arranged that upon entering the turn-out the rail of the lefthand track may be curved to any desired radius, commencing the curve of the track at the commencement of the turnout, and the right-hand track being straight and tangent to the commencement ofthe curves ofthe lefthand track, and is continued stiaight any rey quired distance beyond the frog or crossing of therails of the two tracks, and then curving to the right and left, forming a reversed curve y with any required radius, in such a manner that a tangent tothe termination of the reverse curve shall be parallel with the main line of the track or center line of the street or main line and distant therefrom equal to the required distance from center to center of the two tracks, and then the curve continued left and rghtin such a manner as to form a second reverse curve, terminating in a tangent at the i opposite end of the turn-out in the center of l the street or line of the main track.

Fig. 1 is a plan View representing the track and turnout, showing the two ends as formed by so curving and cutting the rails that the use ot' cast-iron turn-out plates and frogs is dispensed with, the middle being broken to show that the ends can be connected in such a manner as to suit any desired length of turn-out. Fig. 2 shows one end of the turno-ut as formed with cast-iron turn-out plates E and F and frog I and guard-rails G and H. Fig. 8 shows the principle and relative proportions of a turnout track as putdown for use, with dotted 1 lines showing the radii of the curves in the l direction of their centers.

The turn-out is so constructed that the cars i upon entering it at each end will move along l the line of the main track and pass by all the points of the double track in a straight line, thereby avoiding the dittlculty of turning oit from a straight line to that of a curved line and the consequent liability of running off the trackthat is, a car entering the turn-out at A, Fig. 8, will move along the track A O B in y a straight line to G, and thence along an easy. Q curve to the end of the turn-out at B, while a i car entering the turn-out at B will move along the track B D A in a straight line to D, and thence along an easy curve to the-end of the turn-out at A.

At each end of the turn-out cast-iron plates f E and F, Fig. 2, with suitable chairs attached for connecting the rails thereto, are used to form the commencement of the double track, theinside plate, F, having a guard thereon, and shown at G, which,in connection with theI adjoining guard H, forms a guide for the cars while passing oft' from the curve upon or to the straight line or main track on leaving the turn-out.

At each end of the turn-out, where the rails of the two tracks cross each other, a cast-iron crossing-plate or frog, I, is used, with suitable chairs attached for connecting the rails ofthe two tracks.

Turn-outs may be constructed without the cast-iron plates, frogs, and guard rails by curving and cutting the rails of the track, as shown in Fig. 1. Every part of the turnoutis a tixture, requiringno movement to switch the cars, and besides they are not liable to get out of order. The curves are easy, so that the cars can pass each other safely without the liability of running o' the track in the usual mode of construction.

The turn outs can be made of any desired length or width between the two tracks, and any kind or size of rails may be used in the construction of the turn-out by making the turnout plates and frogs to suit the rails, without changingthe forni or principle ofthe turn-Out.

Thechairs for connecting the endsoi' therails of the track to the plate and frog can he made to suit any kind or size of rails.

This turn-out can be used where the main line or track is on a curve, as well as though it were on a straight line. turnout can be as easy as desired, so as to be suitable for either street or locomotive railroads.

As both ends of the turnout are alike, the

same set of pla-tes or frogs will answer for either end, avoiding,r thus the necessity of makr ing two sets of patterns. Itwill be noted that the guard at H sn'ells'out to vard the rail, so

as to form an easy plane or curve, thereby` causing the wheels as they pass oft' the curve to the straight track to do so n ithoutjamming, i

The curves of the l jolting, or straining' the wheels and axle or the track. By this arranged trackl the cars in all cases pass ott' the turn-out from a curve to a straight line without any movable switch.

L 'What we claim as our invention, and desire to secure by Letters Patent, is-

The herein-described mode ot' adjusting the tracks and turn outs of street and other raili roads, so that the cars from either end of the i tracks can enter upon the turnout in straight i lines from either end and pass the two points i of intersection at either end before making or l entering: upon the curve, inthe manner and form as herein set forth.

I. N. PILLSBURY. N. E. WARREN.

Witnesses:

J. BRAINERD, W. H. BURRIDGE. 

